Airbus 21 A300 A310 Air Conditioning

ATA 21 Air Conditioning and Pressurization MTT M540000/R3.41 17AUG01 For Training Purposes Only

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MTT M540000/R3.41 17AUG01 For Training Purposes Only

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AIR CONDITIONING SYSTEM GENERAL


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General The air conditioning and pressurization systems maintain the air in the pressurized compartments compartments at the desired level of pressure, temperature and freshness.

A ram air inlet is also provided for fresh air ventila tion, in flight when the air conditioning systems are not operating. Pressure and pressure variations in the pressurized compartments are controlled automatically by adjusting the outflow valves. Two pneumatically operated safety valves are also provided in the pressure control system.

Bleed air is cooled, conditioned and distributed to the individual compartments (flight compartment and cargo compartments) and then discharged overboard through outflow valves (pressure regulating valves) and fixed vent holes. A part of the cabin air is recirculated.

The underfloor air is used for ventilation of the electronics racks, in the cargo compartment heating and ventilation systems, and for general ventilation of other underfloor areas inside the pressurized fuselage.

The required bleed air for the system is supplied either by engine compressors or APU or a high pressure ground air supply unit. Conditioned air can also be supplied directly to the cabin air/distribution system by a low pressure ground connection.


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A300 General System Layout


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A310 Air Conditioning and Pressurization System - General Layout and Differences

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Flight Compartment and Cabin Temperature Control System The flight compartment and the three cabin zones are each provided with an independent temperature control system, capable of automatic or manual operation.

AUTO-Associated compartmen t temperature is controlled relative to selector position. Full range is from 65° to 85°F. Mid position is 75°F.

In automatic control, the compartment temperature controller receives inputs from the zone inlet and zone ambient temperature control sensors, signals from the APU and pack temperature demand controller and from the COMPT TEMP selectors.

MAN-Associated compartment temperature is manually controlled by positioning the zone trim air valve. Selector is spring loaded to center position. B. HOT AIR SUPPLY VALVE SWITCH

The controller modulates the trim air valve, which mixes hot air with cold air to obtain the required air temperature.

Opens or closes the hot air supply valve. When valve is open, hot air is provided to the hot air manifold. When switch is pressed in, valve opens.

The hot air comes from the LH and RH hot air manifolds through a single hot air supply valve, regulated at 4 PSI above the cabin pressure.

C. COMPARTMENT TEMPERATURE INDICATOR The compartment temperature controller limits the maximum duct inlet temperature to 165°F with an overheat protection rated at 190°F causing the hot air supply valve to close.

Indicates cabin temperature in degrees Fahrenheit. D. DUCT TEMPERATURE INDICATOR

In case of automatic control failure, the zone temperatures may be manually controlled by direct operation of the trim air valves and manual adjustment of the pack discharge temperatures, using controls provided on the overhead panel.

Indicates duct temperature in degrees F to selected compartment. E. COMPARTMENT/DUCT TEMP. SELECTOR

A. COMPARTMENT TEMPERATURE SELECTORS

Selects the zone or cargo compartment for which temperature readings are desired. When selector is set to CRT, all compartment and duct temperatures are indicated on ECAM. When selected to a position other than CRT, temperatures are indicated on the temperature indicator, and ECAM displays XX for that compartment/duct.

Selects temperature for automatic control or provides manual control of temperature.


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A300 Air Conditioning Temperature Control C D A E

B


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AIR CONDITIONING PACK UNITS NUMBER 1 AND 2


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Location of Air Conditioning Packs Both air conditioning packs on this aircraft are located below the main passenger compartment floor and forward of the main gear wheel wells.

Access to the pack s is through panel 1 47BZ located on the forward wall of the main gear wheel well.


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Pack Location

D W F MTT M540000/R3.41 17AUG01 For Training Purposes Only

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Pack Component Locations 1.

The Air Cycle Machine (AVM) comprises: A Cooling Cooling Turbine Assembly including a Compressor, Compressor, Turbine Turbine and Fan Fan A Anti Anti Ice Valve and associated associated system provided provided to bypass bypass the Cooling Turbine Assembly A Compressor Bypass Check Valve A Fusible Plug and Thermostat at the Compressor Outlet A Fusible Plug and Thermostat at the Turbine Inlet

4.

• •

The Anti Ice Valve modulates the hot air flow at theTurbine theTurbine Outlet to prevent the Water Separator and the Turbine Outlet from icing up, and to maintain temperature around Dew Point. The valve is is equipped with with visual indicator. It is pneumatically actuated and spring loaded CLOSED.

•

In the event of ice formation on the Anti Ice Screen at the Turbine Outlet, the differential pressure across the Anti Ice Screen and the Water Separator causes the valve to OPEN.

• •

2.

3.

The Cooling Cooling Turbine is a Rotating Assembly Assembly including a Turbine, Compressor and Fan Fan mounted on a common shaft. shaft. The shaft is supported by two Air Bearings. The Cooling Turbine Turbine provides cool air air for the Aircraft Air Conditioning System; when Ram Air is not available (In Flight at low speed or during ground conditions). The Cooling Turbine circulates circulates air from the Heat Exchanger.

5.

The Pack Pack Flow Flow Control Control Valves control bleed bleed airflow. airflow. The valves valves limit the airflow through the Refrigeration Unit Packs so that a virtually constant volumetric airflow is maintained to supply the pressurized compartments.

6.

The Water Water Separation Separation System removes moisture moisture from the Turbine Turbine Discharge Air and injects the moisture into the ram airstream upstream of the Heat Exchanger. The System consists of a Water Separator, Water Injectors and an Anti Ice Screen.

The Compressor Discharge Check Valve enables air to bypass the Compressor which which reduces the drag load on the shaft. When the Compressor rotates at low speed with the Inlet Pressure higher than the Outlet Pressure. The valve is composed composed of two semi-circular flap type.

Water Injector Water collected at the base of the Cooling Turbine and Water Separator drained and sprayed sprayed into the Heat Exchanger Inlet by two Water Injectors. Sprayed water evaporates and provides additional cooling cooling effectiveness by the Heat Exchanger.


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Pack Component Location


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Ozone Reducing System GENERAL

INSTALLATION FEATURES

The purpose of the Ozone Reducing System is to avoid ozone concentration in the Flight Compartment, Courier Area and Cabin.

The Ozone Reducer Unit is installed between the OUTLET of the LH and RH Bleed Air System Ducts and the INLET of the LH and RH Pack Flow Control Valve Inlet Flange areas.

DESCRIPTION The Ozone Reducer Unit is installed at the air inlet of each Pack Flow Control Valve, upstream of the Refrigeration Unit Pack Number 1 and 2. It is a honeycomb monolithic catalyst. FIN NUMBERS LH OZONE REDUCER / FIN 21A013 RH OZONE REDUCER / FIN 21BO13

Two clamps at each end of the unit secure the Ozone Reducer Unit. Observe proper installation and torque clamps as per Torque Value given on the clamp. During installation of the units, ensure that air flow direction arrow is pointing AFT to the Pack Flow Control Valve air INLET flange area. EFFECTIVITY FedEx A310-200 Series Aircraft Registration: N416FE thru N422FE.

LOCATION Both units are located in the Air Conditioning Bay are identical in appearance.


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Ozone Reducing System - Component Locations


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Air Conditioning Packs A part of the unconditione d hot air is tapped upstream of the two pac ks, just d ownstream of the pack v alve a nd dir ectly fe d to a ho t air manifold, through a single hot air supply valve. The air supplied to the pressurized compartments is temperature controlled by mixing, for each compartment, cold air with hot air from the two manifolds.

Fusible plugs and thermostats at the compressor outlet and turbine inlet, protect the system in case of excessive temperature. •

A turbine bypass valve which valve which admits more or less flow through the turbine.

•

A water separator collecting collecting small droplets of water, after separation from the air by inertia in a coalescer: this water is then sprayed through an injector at the inlet of the air to air heat exchanger to aid in cooling the air through the heat exchanger.

•

A cooling airflow system to modulate the precooled flow of the conditioning air in the heat exchanger. The cooling air inlet is closed by a deflect door during the takeoff and landing phases, and is open during flight and on the ground. The cooling air outlet is equipped with a modulation flap which is linked to the turbine by pass valve by means of a teleflex cable and modulates the flow of cooling air as required.

•

An emergency ram air inlet located inlet located forward of the air conditioning pack #1 cooling air inlet, provides for ventilation of the pressurized fuselage with ram air. The opening of the ram air inlet is only authorized in flight when the cabin differential pressure is less than 1 PSI.

Each pack includes: •

A pack valve which is a pneumatically operated, electrically controlled butterfly valve, delivers air to the pack, and in normal operation, regulates an approximately constant volumetric airflow.

Two flow controls are possible: Normal or Economic. The selection of the economic flow in cruise reduces the quantity of bleed air required; thus resulting in a small fuel saving. Economic flow is not available on ground or in case of single pack operation. NOTE: The information "ECON FLOW SELECTED" is displayed on the ECAM MEMO page. In the absence of air pressure, and independently from any electrical supply, the pack valve is spring-loaded closed. It remain s open in the absence of electrical supply, provided it is pneumatically supplied. •

A refrigeration unit, consisting of a compressor, a turbine and a fan mounted on a common shaft, and an air to air heat exchanger located between the compressor and turbine The energy provided by the expansion of the air in the turbine is used mainly to cool the air already cooled in the heat exchanger, and to drive the compressor and fan.


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Air Cooling - Airflow Diagram


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Pack Flow Control Valve The two flow control valves control the total air quantity passed through the two air conditioning groups into the pressurized areas of the fuselage.

Solenoid “A” (shown): The solenoid valve assembly is provided to select either the low flow or high flow setting. For operation on decreased flow (68%), solenoid “A” is energized.

These valves may be switched manually for "normal" operation, or for "economic" operation, or closed for pack isolation. They also incorporate an attenuating characteristic to alleviate pressure transients in the packs during pack starting, supply switching, etc.

Solenoid “B” (shown): The solenoid valve assembly is provided for operation of the shutoff control for the pack valve irrespective of the position of solenoid “A.”

Pack valve solenoids “A” and “B” when de-energized provide or attain normal (100%) flow through the pack valve assembly.

Closure of the pack valve for shutoff operation is accomplished by energizing solenoid “B.” Manual override cam: The cam is rotated manually to vent supply pressure and close butterfly for maintenance and/or MEL requirement.


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Pack Flow Control Valve


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Pack Compressor Bypass Check Valve This valve consists primarily of a body and two semicircular flapper assemblies hinged about a center post. With the flapper assemblies in the closed position, a differential pressure of one inch of water is required to crack open the flappers.

With the flapper assemblies open, air is permitted to flow in the direction of the arrow on the body assembly. A reverse flow of 15 lb/min. at standard sea level density will close the flapper assemblies and initiate check. This valve is designed to provide the pneumatic system with one way air flow only.


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Pack Compressor Bypass Check Valve

DOWN


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Fan Bypass Check Valve The fan bypass check valve is a rectangular, single flapper configuration made of a high temperature resistant fiberglass material. A metal hinge is molded into the fiberglass. It is mounted in the ram air plenum assembly by means of supporting brackets. The brackets may be removed allowing removal of the valve. The face of the flapper bears an elastomeric sealing surface. The valve seal or mating surface is an integral part of the ram air plenum.

The valve will open during all operating conditions when ram air exceeds the fan capacity. Conversely, the valve will check when ram is insufficient to maintain positive pressure upstream of the fan and prevents recirculating airflow from fan outlet to fan inlet. Slots in either end of the hinge pins provide a means of visually determining valve position and freedom of movement.


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Fan Bypass Check Valve Location


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Ram/Turbine Bypass Valve Actuator A ram/turbine bypass valve actuator is located at each ram air exit enclosed within the air conditioning bay external fairings. The actuator is a 115 V AC operated linear actuator, with longitudinal movement achieved by a multi-stage worm gear. The ram air outlet flap is actuated by a lever connected to a push rod assembly. A teleflex cable is connected between the lever assembly and the turbine bypass valve.

The actuator operates on a receiving signal from the pack temperature controller or the PACK MODE SEL switch when in the manual position. Limit switches located in the switch housing of the actuator transmit the end positions to the pack controller. These switches are actuated by a cam mounted on the gear. The actuator stops operating when an overheat switch opens 347°F (175°C) but operates again when the switch closes 266°F (130°C).


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Ram/Turbine Bypass Actuator and Turbine Bypass Valve (TBV)


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Pack Anti-ice Valve The anti.-ice valve is located in a duct between the compressor inlet and the turbine outlet muff of each air-cycle machine. The anti-ice valve functions to bypass hot air across the air cycle machine to prevent the water separator and turbine outlet muff from freezing. The valve consists of inlet and outlet ports, a poppet, an actuator spring, damping orifice, and an actuator. The actuator consists of two chambers, separated by a diaphragm. One chamber (A) contains the actuator control pressure port connected by a sense line to a point downstream of the water separator. The second chamber (B) is opposite the first and contains a sensing port which is open to the upstream side of the water separator and anti-ice screen. The anti-ice valve is controlled by differential pressure across the anti-ice screen and water separator.

The pressure is sensed between chamber A and chamber B of the anti-ice valve. When the screen is not iced, the poppet is sprin gloaded closed and a normal Delta P pressure exists across the screen and water separator. If ice begins to form, the upstream pressure begins to build up in chamber B relative to downstream pressure in chamber A. At a predetermined Delta P pressure, chamber B begins forcing the poppet off the seat. As the poppet opens, hot air from the compressor inlet is admitted into a muff on the turbine outlet and mixes with the turbine discharge flow, thereby raising the temperature and melting the ice. To prevent the pack from shutting down in the event of flash freezing of the water separator, a line branching off the anti-ice valve outlet duct bypasses a small amount of hot air into the turbine discharge air between the anti-ice screen and water separator.


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Pack Anti-Ice Valve

FWD


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Air Cycle Machine (ACM) Overheat Protection Devices A. Compressor Discharge Pneumatic Thermostat and T urbine Inlet Pneumatic Thermostat The compressor discharge and turbine inlet pneumatic thermostats are differential pressure thermostats which supply overheat protection for the air-cycle machine. The compressor discharge thermostat is located in the compressor discharge duct adjacent to the fusible plug. The turbine inlet thermostat is located in the turbine inlet duct adjacent to the fusible plug. A pressure sense line from the flow control valve is connected to the thermostats.

Both pneumatic thermostats are physically identical except for the position of the triangularly-shaped mounting flange. The difference in mounting hole position ensures installation of thermostat into the correct duct. If the duct air approaches the actuation temperature, the temperature sensing elements begin to respond with increasing temperature, a guide in the control valve follows the reaction of the sensing elements and allows a check ball to move off its seat. The opening created causes the pressure in the chamber of the flow control valve to decrease, causing the valve to go to a closed position reducing the inflow of pneumatic bleed air into the air-cycle machine. After a cool down period, the thermostat will close, allowing re-opening of the valve.

B. Compressor Discharge overtemp overtemp Fusible Fusible Plug and Turbine Turbine Inlet Overtemp Fusible Plug A sense line from the flow control valve is connected to the primary (thermostat) overtemperature protection device and the secondary fusible plug. If the primary overheat protection is disabled and the outlet temperature is between 610°F (321°C) and 650°F (343°C) for the turbine inlet, the fusible element melts (indicator pops up for turbine inlet) and vents pneumatic pressure from the flow control valve actuator chamber. The fuse plug is non-resettable and incorrect installation is prevented by the mounting boss being of different sizes.


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ACM Overheat Protection Devices


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Pack Temperature Control Each pack outlet temperature is controlled by a pack temperature controller associated with the pack outlet temperature sensor and temperature demand signal from the APU/pack temperature temperature demand controller. The temperature is adjusted according to a predetermined sequence of opening and closing the turbine bypass valve and the flap for modulating the heat exchanger cooling air.


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A300/A310 Pack Temperature Control - Component Location


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Pack Deflect Door Actuator During the takeoff and landing phases, the external cooling air inlet to the heat exchanger is blanked off by a deflect door operated by a pneumatically actuated and electrically controlled actuator. This blanking off of the inlet prevents foreign objects from entering the air inlet and protects the heat exchangers from damage. Cooling air is then extracted from the air conditioning compartment. The deflect door is extended (inlet blanked off) under the following conditions: •

Takeoff: during the pre-pressurization phase, i.e. both engines running and at least one throttle advanced beyond the 22° position. The deflect door remains extended until the main gear wheel speed drops below 70 knots or at the end of the pre-pressurization phase (15 seconds after takeoff).

•

Landing- upon compression of the main gear shock absorber. The deflect door remains extended as long as the main gear wheel speed is above 70. knots plus a ten second delay.

The deflect door retracts (inlet open) under the following conditions: •

On the ground with throttle reduced,

•

On the ground with wheel speed less than 70 knots,

•

In flight.


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Pack Deflect Door Actuator


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Moisture Protection Devices A. WATER SEPARATO R

C. WATER INJECTOR

The water separators are located in the air conditioning compartment downstream of the air-cycle machine. The water separator removes moisture by coalescing the minute water droplets and separating the droplets from the turbine outlet airstream by centrifugal action., The water separator comprises a conical coalescer, a coalescer support cone, a collector section, an access cover with a bypass valve, and water drain. Removal and installation of the coalescer and differential pressure indicator may be accomplished without removing the water separator.

The water injectors are located in the heat exchanger ram air inlet duct of each air conditioning pack. The injector is a nonclogg ing jet pump with the riser connected to the water separator and the straight-through port connected to the heat exchanger outlet manifold. Water is pumped into the ram airstream by action of the high -velocity airstream airstream flowing through the straight-through port. The water is sprayed and evaporates in the airstream, providing additional cooling effectiveness by the heat exchange.

B. ANTI-ICE SCREEN The anti-ice scree n is located in the turbine discharge duct upstream of the water separator. The anti-ice screen functions to prevent an icing condition from developing in the turbine discharge area and the water separator. If ice accumulates on the screen, pressure builds up in the turbine outlet duct and the anti-ice screen senses an increase in differential pressure across the screen and water separator, the anti ice valve then opens to bypass hot air into the turbine muff, increasing air temperature temperature from the turbine outlet to reduce freezing on the screen and prevent freezing of the water separator.


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Moisture Protection Components


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A300/A310 Air Cooling System - Water Separator Operation - General GENERAL

WATER INJECTORS

The Air Conditioning Water Separation System removes moisture from the Turbine Discharge Air and injects the moisture into the ram airstream upstream of the Heat Exchanger. The system consists of a Water Separator, Water Injectors and Anti Ice Screen.

Water collected at the base of the Cooling Turbine and Water Separator is drained, and sprayed into the Heat Exchanger Inlet by two Water Injectors. Sprayed water evaporates and provides cooling effectiveness by the Heat Exchanger.

OPERATION WATER SEPARATOR

In the event of ice formation, Anti Ice Screen A029 (B029) installed upstream of the Water Separator causes the Anti Ice Valve to OPEN in order to regulate the hot airflow at the Turbine Outlet.

The Water Separator operates by inertia and removes moisture from the Cold Turbine Discharge Air. Cold Turbine Discharge Air enters the Water Separator and encounters the Coalescer which coalesces the water particles into large droplets which are projected under centrifugal action onto the perforated Collector Ring.

The Cold Air discharged from the Water Separator flows through Check Valve A016 (B016) before being collected in the Cold Air Manifold (CAM) which is common to Pack Number 1 and 2 prior to distribution to the Flight Compartment, Courier Area, and Main Deck Cargo Compartment (MDCC) Zones.

Water is discharged through a Drain Port at the bottom of the Separator. If the Coalescer is clogged or iced up, pressure at the Separator Inlet builds up, the Bypass Valve opens which causes the excess air to flow through the unit. Before entering the Water Separator A015 (B015), the Cold Turbine Discharge Air is mixed with the Turbine Bypass Air (Air Mixing controlled by the Pack Temperature Control System (Reference: ATA 21-61-00). The air enters the Water Separator where condensed water is removed and sprayed into the Cooling Air Inlet Duct upstream of the Heat Exchanger through Water Injectors FIN A031 and B031 (FIN C031 and D031).


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A300/A310 Air Cooling System - Water Separator - Installation and Decals


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A300/A310 Water Separator - Servicing Coalescer Bag Reference: A300/A310 AMM 21-51-16-3 Servicing

1. Reason eason f or t he J ob A. Rep Repll acem acement ent or cl eani eani ng of water separat or coal coal escer. 2. Equ Equii pment ent and and Mater i al s ------------------------------------------------ ------------------------------I TEM DESIGNATI ATI ON ------------------------------------------------ ------------------------------A. Ac ce ce ss ss P l a t f o r m 2. 6 m ( 8 f t . 7 i n. ) B. Warni ng Noti ce C. Mi l d Deter gent gent Ref Ref erenced Procedure - 3232- 12-11, P. Bl ock 301 Mai n Gear Mai n Door - ( Gr ound ound Door( s) Openi peni ng) 3. Procedure Procedure

A. J ob Set Set - Up ( 1) On COMPT TEMP panel 437VU - Make cert ai n t hat PACK PACK VALVE 1 and 2 pushbutt pushbutt on swi swi t ches are r el eased (out). (2) Di splay warni ng noti noti ces prohi prohi bit i ng pressuri pressuri zati on of pneu pneum mati c system. ( 3)Ope 3)Open n mai n l andi andi ng gear gear door door ( Ref. 3232- 1212- 11, 11, P. P. Bl ock 301 301 ) . (4) Posi Posi t i on access access plat f orm. ( 5)Remove ai r condi condi t i oni ng compart ment access door door 147BZ. B. Removal (Ref (Ref . Fi g. 301 ) NOTE : I nstructi ons ons f or removal oval / i nstal l ati on are wri tt en on water separator separator cover cover . ( 1)Remove cover ( 4). ( 2)Rem 2)Remove coal coal escer escer assy f rom housi housi ng ( 1). ( 3)Unt 3)Unt i e cords at each each end end of coal coal escer bag bag ( 3) ; remove coal coal escer bag bag ( 3) f romcoal romcoal escer escer (2). C. Check/Cl eani eani ng ( 1)Check coal escer bag f or evi dence dence of dam age or contami nati on. - Repl Repl ace coal escer bag i f dam aged aged - wash coal coal escer bag bag i f cont cont ami nat nat ed. ed. NOTE : Do not r ub or st r etch coal escer. D. I ns t a l l at i on (1)I nstal l coa coall escer escer bag bag (3) on coal coal escer escer ( 2) and and ti e cords. cords. (2)I nstal l coa coall escer escer assy assy l arge arge end end fi rst in housi ousi ng (1). (3) Make ake sure t hat hat seal seal ( 6) i s corr corr ectl ectl y i nstal l ed. ed. (4)I nstal nstal l cove coverr (4). NOTE : Make ake sure that the coal coal escer escer (2) i s correctl y i nstal l ed i n order not not t o dam damage age t he cross wi r e ( 5) wi t h t he cover cover ( 4). E. Close- Up ( 1)Make cert ai n t hat hat worki ng area i s cl ean and and cl ear of t ools and and mi scel l aneous aneous i t ems of equi equi pm ent.


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A300/A310 Water Separator and Coalescer Bag

A310

A300


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AIR CONDITIONING EMERGENCY RAM AIR VENTILATION SYSTEM


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Emergency Ram Air Inlet In case of failure of both packs, pressurized fuselage ventilation may be assured by a dynamic airflow provided by the emergency ram air inlet. This auxiliary air inlet is operated by an electric screwjack, which is controlled by the RAM AIR pushbutton switch located under a safety cover on the Overhead COMPT TEMP Panel, 437VU (A300/A310).

The emergency ram air inlet is located on the forward part of the left-hand heat exchanger inlet blister. Ducting from the auxiliary air inlet joins the air conditioning distribution circuit at the cold air manifold. A check valve is installed to prevent reverse air flow when the ram air is not used for emergency purposes.


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Emergency Ram Air

AIR INLET


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AIR CONDITIONING PACK AND COMPARTMENT TEMPERATURE CONTROL


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Pack Temperature Control System Each pack discharge temperature is controlled by a Pack Temperature Controller associated associated with the Pack Outlet Temperature Transmitter and a demand signal from the APU and Pack Temperature Demand Controller . The pack discharge temperature is adjusted according to a predetermined predetermined sequence to open or close the Turbine Bypass Valve and the associated flap modulating the Heat Exchanger cooling air.

In case of failure of the automatic control, manual control can be selected by means of the PACK MODE SEL pushbutton switch, on the PACK TEMP overhead panel. Maximum cooling is obtained by fully closing the Turbine Bypass Valve and fully opening the heat exchanger cooling air modulation flap.

In automatic mode, the Pack Temperature Controller: •

limits the pack discharge temperature.

•

modulates the pack discharge temperature according to, the zone ambient temperature demands.


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APU/Pack Temperature Demand Controller & Pack Temperature Controller Locations

Location: Electronic Rack 90VU - Shelf 91VU


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APU/Pack Demand Controller BITE Function BITE SWITCH POSITION 1.

2.

PACK SUBSYSTEM INDICATES FAULT IN

TEST M ET ETHOD

Temp demand Inject signal into controller discriminator and check sum of outputs of pack scaling amplifiers.

ZONE SUBSYSTEM I ND NDI CA CATE S FAULT IN

TEST METHOD

Temp demand controller

Inject signal into discriminator and check sum of outputs of pack scaling amplifiers.

BITE SWITCH POSITION

PACK SUBSYSTEM

ZONE SUBSYSTEM

INDICATES FAULT IN

TEST M ET ETHOD

I ND NDI CA CATE S FAULT IN

TEST METHOD

6.

No test

DM actuator in more heat direction.

No test

Drive actuator in more heat direction.

7.

Pack temp controller

Override bridge Zone temp output with signal controller to produce maximum cooling output

Override bridge output with signal to produce maximum cooling output

8.


Override bridge Zone temp output with signal controller to produce maximum heating output

Override bridge output with signal to produce maximum heating output

9.


Override bridge Zone temp output to produce controller a nulled output

Override bridge output to produce a nulled output

Check output of bridge

zone inlet (duct) sensor

Check output of bridge

Check output of bridge.

Temp demand Inject signal into Temp controller discriminator and demand check APU speed controller demand signal for maximu maximum m coolin coolin .

Inject signal into discriminator and check APU speed demand signal for maximum cooling.

Temp demand inject signal into Temp controller discriminator and demand check APU speed controller demand signal for maximum hearing.

Inject signal into discriminator and check APU speed demand signal for maximum hearing.

4.


Zone temp controller

Check bridge power supply output

10.

Pack/Zone temp control sensor

5.

No test

Zone temp controller

Inject signal into duct amplifier end check amplifier output

11.

No test

Zone (Compt) sensor

12

No test

Zone selector Check selector output signal.

3.

Check bridge power supply output


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APU and Pack Temperature Demand Controller/FIN 37HK


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A300/A310 Temperature Control Panel 437VU - Components and Locations


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A300/A310 A300/A31 0 Flight Compartment and Cabin Temperature Control - Component Location in Cabin

Ambient Temperature Sensor 62HK, 64HK, 65 HK, 66HK

Zone Inlet Temperature Control Sensor 29HK, 30HK, 31 HK, 32HK

Zone Ambient Temperature Control Sensor 33HK, 34HK, 35 HK, 36HK


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Pack Valve Controls and Indicators 1.

PACK VALVE Indicator Flowbar on: valve is open. Flowbar off: valve is closed.

2.

than 60 sec. the ECAM system is activated. Momentary illumination occurs when valve is in transit. 3.

PACK VALVE 1 (2) Pushbutton Switches

Controls the ram air inlet which supplies ambient air to the cold air manifold, if required.

Controls automatic operation or manual closure of the respective pack valve. •

•

Auto (P/B switch pressed - in): Valve is pneumatically controlled.

The valve is electrically closed when: • •

•

•

•

the ENG FIRE handle is pulled. CABIN PRESS VALVES OUTFLOW P/B switches are selected OFF the ENG START selector is on CRANK or START A or START B position the ENG ENG START selector is on CONT CONT RELIGHT RELIGHT position and one of the two START valve is controlled open.

•

4. The valve is pneumatically closed when overheat occurs at compressor outlet or turbine inlet exceeding the limits of the thermostats or fusible plugs. The valve is closed by spring force, if it is not supplied with pneumatic pressure. •

•

RAM AIR Pushbutton Switch (guarded)

FAULT: Illuminates Amber, when the position of the pack valve disagrees with the selected position. If the FAULT light remains on for more

OPEN The FWD and AFT outflow valves will open simultaneously to permit unrestricted ventilation . Will come on Green, when the ram air inlet is fully open. OFF (P/B switch released -out) The ram air inlet closes. The FWD and AFT outflow valves return to normal regulation.

ECON FLOW Pushbutton Switch (Inoperative on ground; operative in flight) •

OFF (P/B switch released -out): The valve is electrically closed. The OFF light illuminates White.

ON (P/B switch depressed-in) ON light comes on Amber. The ram air inlet will open, provided CABIN PRESS/VALVES/ OUTFLOW 1 and 2 P/B switches are not selected OFF.

ON (P/B switch pressed -in) ON light comes on Blue. In flight, pack valves are controlled automatically to give 68% of normal flow (economic flow).

NOTE: The indication "ECON FLOW SELECTED" is displayed on the MEMO page.


21-56 2156

ATA 21 A300/A310

Pack Valve Controls and Indicators

2

3

1

4


21-57 2157

ATA 21 A300/A310

Pack Controls and Indicators (1)

(2) (2)

Pack Pack Val Valve ve Pos Posit itio ion n Indi Indica cati tion on Gree Green n

Pack Pack val valve ve is is open open

Amber

Pack valve valve is closed closed

(9)

Pack temperature control mode (operation of turbine by pass temperature control valve and cooling air modulation flap) is selected by P/B switch operation

Pack Pack Flow Flow Indi Indica cati tion on

AUTO (P/B switch pressed - in)

Index comes on green in normal operation. It comes on amber when P < 0.5 PSI. (3) (3)

Pack discharge temperature is automatically controlled between 19.5° F and 145° F, according to t he compartment demands as processed by the APU and pack temperature demand controller.

Pack Pack Symb Symbol ol Indi Indica cati tion on

MAN (P/B switch released - out)

In normal operation, pack symbols come on white. They come on amber when pack valve is closed, and engine START is not selected. (4)

(5)

Turbine Turbine Inlet Inlet Temperat Temperature ure Indicat Indication ion Turbin Turbine e inlet inlet temperatur temperature e indicati indication on comes on green in normal operation. Indication flashes when T°> 95°C < 120°C and becomes amber when T°> 120°C.

MAN light comes on white, pack discharge temperature is manually controlled by adjustment of the turbine by pass valve through the pack discharge COLD/HOT selector. (10) (10)

Turbin Turbine e by pass pass Contro Controll Valve Valve Posit Position ion Indi Indicat cation ion

COLD

Pack Pack Disc Dischar harge ge Tempe Temperat rature ure Indica Indicatio tion n

Turbine by pass valve closes, pack discharge temperature decreases.

Indication comes on green; it comes on amber when T°S 18°C. (7)

(8)

Pack Discharg Discharge e COLD COLD/HOT /HOT Selector Selector When the respective PACK MODE SEL P/B switch is selected MAN, turbine by pass valve is adjusted by selector operation. The switch is spring-loaded to neutral.

Indication comes on green. C = cold, valve closed and H = hot, valve fully open. (6)

PACK PACK 1 (PACK (PACK 2) MOD MODE E SEL SEL Push Pushbut button ton Switch Switch

HOT

Ram Ram Air Air Inle Inlett Val Valve ve Indi Indica cati tion on Gree Green n

Ram Ram air air inle inlett is open open

Turbine by pass valve opens, pack discharge temperature increases.

Green Green

Ram Ram air air inlet inlet is closed closed

MAX COOL Pushbutton Switch

Cold Cold Air Air Duct Duct Sup Suppl ply y Indi Indica cati tion on

(11) (11)

Indication comes on green; it comes on amber when no cold air is supplied.

ON (P/B (P/B switc switch h pres pressed sed - in) in) ON light comes on blue. Pack discharge temperature lower limit is decreased from 39° F t o 19.5°F.


21-58 2158

ATA 21 A300/A310

Pack Controls and Indicators 8

7 6 5 4 3 2 1

10

9

11


21-59 2159

ATA 21 A300/A310

Cabin Distribution GENERAL

SYSTEM DESCRIPTION

Each of three MDCC Temperature Zones (MID 1, MI D 2, AFT) is supplied with conditioned air from Distribution Ducts branching out from the Hot and Cold Air Manifolds. Two Riser Ducts pass between the fuselage skin and the Main Deck Cargo Compartment (MDCC) interior sidewall panels. In the area above the ceiling panel’s connections connections to the AFT and MID Zones supply ducts are connected. In their respective zone the supply ducts have holes as air outlets.

Distribution Ducting The distribution ducting in the MID 2 and AFT Zone is similar, in that each zone is equipped with a riser duct and a supply duct. The ducting in the MID 1 Zone is additionally equipped with Crew Door Outlets and tapping points for Individual Air to the Courier Seats.

A third duct passes between between FWD Cargo Ceiling and Main Main Deck Cargo Floor Floor and is divided into two riser ducts. Two supply ducts, connected to t he Riser Duct; supply the FWD Zone (Courier Area) with Door Heating and Individual Air. MDCC Components ---------------------------------------------------------------------------------------------------FIN FUNCTIONAL DESIGNATION PANEL ZONE ACCESS DOOR ---------------------------------------------------------------------------------------------------22HG 22HG PBsw PBsw-M -MAI AIN N DECK DECK CARGO ARGO VALV VALVES ES 438V 438VU U 212 23HG RELAY-SMOKE AUTO CLOSE 103VU 120 121BL 2 5H 5HG RE LA LA YY- VA VAL VE VE BY BYP AS ASS F. F. O. O. SI SI GN GNAL 10 3V 3VU 120 12 1B 1BL 2 6H 6HG REL AY AY- VA VALVE BY BYPASS F. F. C. C. SI SI GN GNAL 10 3V 3VU 120 12 1B 1BL 27HG RELAY-VALVE RH F.C. SIGNAL 103VU 120 121BL 28HG RELAY-VALVE LH F.C. SIGNAL 103VU 120 121BL 29HG RELAY-VALVE RH F.O. SIGNAL 103VU 120 121BL 30HG RELAY-VALVE LH F.O. SIGNAL 103VU 120 121BL 101HG VALVE-BYPASS 130 ATA 21-22-31 102HG VALVE-ISOLATION LH 130 ATA 21-22-31 103HG VALVE-ISOLATION RH 130 ATA 21-22-31 22HG P/BSW-MDCC VALVES 438VU 212 23HG RELAY-SMOKE AUTO CLOSE 103VU 120 121BL 2 5H 5HG RE LA LA YY- VA VAL VE VE BY BYP AS ASS F. F. O. O. SI SI GN GNAL 10 3V 3VU 120 12 1B 1BL 2 6H 6HG REL AY AY- VA VALVE BY BYPASS F. F. C. C. SI SI GN GNAL 10 3V 3VU 120 12 1B 1BL 27HG RELAY-VALVE RH F.C. SIGNAL 103VU 120 121BL 28HG RELAY-VALVE LH F.C. SIGNAL 103VU 120 121BL 29HG RELAY-VALVE RH F.O. SIGNAL 103VU 120 121BL 30HG RELAY-VALVE LH F.O. SIGNAL 103VU 120 121BL 101HG VALVE-BYPASS 130 ATA 21-22-31 102HG VALVE-ISOLATION LH 130 ATA 21-22-31 103HG VALVE-ISOLATION RH 130 ATA 21-22-31

All fresh air ducts ducts are manufactured from resin resin and glass fiber fiber laminate with metal sleeves bonded at each end for duct interconnection. These ducts are covered by insulation shells manufactured from either polyethylene foam or glass wool covered with Hypalon material. The ducts are attached to fuselage structural brackets by means of clamps. To allow for expansion and contraction, the duct are interconnected by bellows manufactured from silicone laminate reinforced with glass fiber. COMPONENT DESCRIPTION BYPASS VALVE 101HG Valve Assembly The valve assembly, of which the primary material is aluminum alloy, is a spindle operated butterfly valve unit. The aluminum alloy butterfly plate is held in the valve body by stainless steel top and bottom spindles. Bearings assembled to the valve body and the butterfly plate give smooth wear resistant surfaces for operation of the spindles. O-Rings Seals assembled assembled to the spindles and under the top bearing to prevent external leakage.

•

•

MANUAL OVERRIDE The isolation valve can be operated manually by a manual override, assembled between the actuator and the valve assembly. The manual override is a spindle operated unit. The drive spindle is assembled inside the output drive with a machined slot, which engages into the actuator output shaft. A Connecting Shaft Assembly inside the handle turns the output drive and the drive spindle. A retainer and a circle lip hold the output drive in the housing. A lanyard with a clip, assembled by a screw to the housing, is used to lock the connecting shaft in position.


21-60 2160

ATA 21 A300/A310

A300/A310 Main Deck Cargo Compartment (MDCC) - Distribution and General Layout ISOLATION/BYPASS VALVE

AFT ZONE

MID 2 ZONE

MID 1 ZONE


21-61 2161

ATA 21 A300/A310

A300/A310 Main Deck Cargo Compartment Air Distribution - Controls and Indicators •

ACTUATOR The actuator contains cast aluminum alloy gearbox housing, a DC Permanent Magnet Motor and a Suppression Module. The Gearbox Housing contains contains a train of gears that operate a combined output shaft (Quadrant Gear) and a Microswitch Circuit Breaker. The Gear Train includes a Worm and Spur Gear, a Wormwheel with Spur Gear.

ECAM SYSTEM Position of the two Isolation Isolation Valves is indicated indicated on the the AIR COND Page, Reference: ECAM Data Book. •

The DC permanent motor and the suppression modules are wired to two combined position position Control and Remote Remote Indication Microswitches. Microswitches. The

microswitches are assembled to a microswitch plate in the base of the Gearbox Housing.

FIRE SHUT OFF PROCEDURE The Fire Shut Off Procedure can be released by the smoke signal from the Smoke Detection System or by Releasing-Out the MAIN DECK CARGO VALVES PBsw. When the MAIN DECK CARGO VALVE PBsw is released out or a smoke signal is activated from the MDCC Smoke Detection System, System Interface Relay 100WU is actuated, causing the f ollowing: Bypass Valve 101HG OPENS Closing of Flow Control Valve Valve Number Number 2 (If Pack 1 and 2 are running) Flow Control Valve Number 1 is set to 100 % CLOSING of the Hot Air Supply Manifold Pressure Regulating Shutoff Valve (PRSOV) CLOSING of CLOSING of the Bulk Cargo Isolation Valve

•

ISOLATION VALVES 102HG, 103HG The two Isolation Valves and the Bypass Valve are identical.

• •

CONTROLS AND INDICATORS

•

Main Deck Cargo Valves P/BSW 22HG The MDCC MDCC Valve PBsw, located on the Overhead Overhead Panel Panel in the Flight Compartment on VENT Panel 438VU, is the only manual control for the Bypass and two Isolation Valves. PBsw pressed and Latched-In (NORMAL Position). NORMAL Position). OFF and FAULT Legends are extinguished. The two Isolation Valves are OPEN and air is supplied to the MID and AFT MDCC Temperature Zone. The Bypass Valve is CLOSED. PBsw Released-Out (Fire Shut Off Condition) . OFF legend is illuminated. Legend is illuminated during Bypass Valve and Isolation Valve flap movement or in fire case until va lve position is confirmed by flight crew (PBsw Valve position Disagreement Function). The two Isolation Valves are CLOSED . The Bypass Valve is OPEN OPEN and air is directed in direction of the FWD Outflow Valve to prevent excessive overpressure in the Cold Air Manifold. A ground ground signal is given given to the Systems Interface Relay Relay FIN 100WU.

•

•

•

• •

•

•

When the Bypass Valve is FULLY OPEN the Isolation Valves FIN 102HG and 103HG CLOSE. CLOSE. The flight crew confirms confirms the Automatic Action Action by releasing the associated illuminated PBsw(s): Releasing-Out the MAIN DECK CARGO VALVES PBsw (if Fire Shutoff is initiated by the MDCC Smoke Detection System) Confirmation of Air Conditioning Pack Shutdown Confirmation of Bulk Cargo Isolation Valve CLOSED Confirmation of Hot Air Supply Manifold PRSOV CLOSED •

• • •

• •

• •

Accessibility Accessibility to the two Isolation Valves and Bypass Valve are through the following Access Door(s): Two Isolation Valves under the Forward Forward Cargo Cargo Bay flooring flooring panels: For Isolation Isolation Valve Valve FIN 102HG / Remove Floor Panel Panel FIN FIN 131PG 131PG For Isolation Isolation Valve Valve FIN 103HG / Remove Remove Floor Floor Panel FIN 131QG. 131QG. For Bypass Valve FIN 101HG / Open Access Door 136AR on the Lower Fuselage Area forward of Fuselage Frame (FR) 39. •

• •

•


21-62 2162

ATA 21 A300/A310

A300/A310 Main Deck Cargo Compartment Air Distribution - Controls and Indicators

A

P/BSW 22HG (438VU)


21-63 2163

ATA 21 A300/A310

A300/A310 Distribution Isolation and Bypass Valves - Deactivation and Reactivation ISOLATION VALVES FIN 101HG, 102HG, 103HG – DEACTIVATION / REACTIVATION 2. Equip Equipme ment nt and Materi Materials als -------------------------------------------------------------------------------ITEM DESIGNATION -------------------------------------------------------------------------------A. Access Platform, 10 10 Feet (Three Meter) B. Blanking Plugs / Caps C. Circuit Breaker Safety Clips D. Warning Notice Tape E.

(7) In FWD Cargo Compartment:

(a) For Isolation Isolation Valve FIN FIN 102HG, remove remove Floor Panel Panel FIN 131PG. (b) For isolation isolation valve 103HG, remove remove Floor Floor Panel FIN131QG. B.

Referenced Procedure AMM 52-30-00, 52-30-00, Page Block Block 301 301 FWD and AFT AFT Cargo Cargo Compart Compartment ment Doors Doors 3.

Procedure (Reference: Figure 901 ) A.

Jo b Se tt- Up Up (1) Open, safety and tag the following Circuit Breaker: ---------------------------------------------------------------------------------------------PANEL SERVICE IDENT. LOCATION ---------------------------------------------------------------------------------------------131VU MAIN DECK CARGO VALVE 21HG G62 (2) On Flight Flight Deck Overhead Panel VENT VENT Panel Panel 438VU: 438VU: (a) Make certain certain that MAIN DECK DECK CARGO CARGO VALVE VALVE PBsw switch switch is Released-Out OFF, and display Warning Notice prohibiting operation. (3) On Flight Flight Deck Overhead Overhead Panel Panel COMPT COMPT TEMP Panel Panel 437VU: 437VU: (a) Release HOT AIR SUPPLY pushbutton switch switch and display Warning Notice prohibiting operation. (4) Position Position Access Access Platform Platform Equipme Equipment nt (5) For bypass bypass valve 101HG 101HG open open access door door 136AR. 136AR. (6) For Isolation Isolation Valves Valves FIN 102HG 102HG and 103HG, 103HG, open FWD FWD Cargo Cargo Compartment Door FIN 811 and secure with safety lock (Reference. 52-30-00, Page Block 301).

DEACTIVATION (1) Disconnect electrical electrical connector connector (1) FIN 101HG-A (102HG-A, 103HG-A). 103HG-A). (2) Cap electrical electrical connector and secure to adjacent structure with tape. (3) Operate Valve(s) Valve(s) by Manual Override Override to the following following positions: positions: - Bypass valve valve 101HG 101HG to open position. - Isolation Isolation Valve Valve LH FIN 102HG 102HG to CLOSED position. - Isolation Isolation Valve Valve RH FIN 103HG 103HG to CLOSED position. NOTE : Manual Override is operated as follows: - Remove Remove clip lanyar lanyard d from handle. handle. - Pull connecting connecting shaft out of handle to travel limit and replace replace clip. - Turn handle to OPEN or CLOSED CLOSED position, position, as required.

C. REAC REACTI TIVA VATI TION ON (1) Remove Remove clip clip from handle. handle. (2) Turn handle handle back back to normal normal positio position. n. (3) Engage Engage connecting connecting shaft shaft and replace replace clip. clip. (4) Remove blanking caps from electrical electrical connector. (5) Connect Connect electric electrical al connect connector. or. (6) Carry Carry out trouble trouble shoo shooting ting.. D . CLOSE -U -UP (1) Make certain that working area is clean, and clear of tools and Miscellaneous Items of Equipment. (2) In FWD Carg Cargo o Compartm Compartment: ent: (a) For isolation isolation valve Fin Fin 102HG, 102HG, install Floor Floor Panel FIN 131PG. 131PG. (b) For Isolation Isolation Valve FIN 103HG, install install Floor Floor Panel FIN 131QG. (3) Remove safety lock lock and close close FWD Cargo Cargo Compartment Door Door FIN 811. 811. (4) Close Access Access Door Door 136AR. 136AR. (5) Remove Remove Access Access Platform Platform Equipment. Equipment.


21-64 2164

ATA 21 A300/A310

A300/A310 Distribution Isolation and Bypass Valves - Deactivation and Reactivation

Access Door 136AR

RH Isolation Valve FIN 102HG

Bypass Valve FIN 101HG

Aft Temp Zone Riser Duct

Mid Temp Zone Riser Duct LH Isolation Valve FIN 103HG

A300 Shown


21-65 2165

ATA 21 A300/A310

Flight Compartment and Cabin Temperature Control System HOT AIR SUPPLY VALVE

TRIM AIR MONITORING

The valve consists of an actuator body assembly, regulator servo valve, actuator assembly, solenoid valve assembly, manual override and position indicator, servo relief valve, and filter assembly.

The pressure of the air within the hot air manifold is monitored by the manifold pressure switch in conjunction with the HOT AIR SUPPLY/HI PRESS Memorized Fault Annunciator (MFA) located on the maintenance panel 471VU in the flight compartment.

TRIM AIR CONTROL Hot bleed air is tapped downstream of each pack flow control valve. This air flows through two check valves to the hot air supply valve which regulates the pressure of the hot air entering the hot air manifold. Hot air from the manifold is directed through compartment trim air valves to the appropriate supply duct. The trim air valves are controlled according to the desired compartment temperature.

The air temperature in each compartment supply duct is monitored by an overtemperature switch located downstream of the hot air entry point. Activation of anyone of these switches causes closure of the hot air supply valve and activation of warnings in the flight compartment.


21-66 2166

ATA 21 A300/A310

A300/A310 A300/A31 0 Air Conditioning - Trim Air Components - Controls and Monitoring


21-67 2167

ATA 21 A300/A310

Cabin Temperature Controls 1.

2.

COMPT/DUCT/Temp Selector

5.

Selects the zone or cargo compartment for which temperature readings are desired. When selector is set to CRT, all compartment and duct temperatures are indicated on ECAM. When selected to a position other than CRT, temperatures are indicated on the temperature indicator, and ECAM displays XX for that compartment/duct.

Opens or closes the hot air supply valve. When valve is open, hot air is provided to the hot air manifold. When switch is pressed in, valve opens.

DUCT Indicator

OVHT-Amber light comes on if overheat is detected in one of the zone distribution ducts. Hot air valve closes. Appropriate ECAM message is displayed.

OFF-Switch released out. White OFF light indicates hot air valve is closed.

DUCT TEMPERATURE INDICATOR - Indicates duct temperature in degrees F to selected compartment. 3.

HOT AIR SUPPLY Pushbutton Switch

COMPT Indicator Indicates cabin temperature in degrees F of selected compartment.

4.

COMPT TEMP Selectors Selects temperature for automatic control or provides manual control of temperature. AUTO-Associated comp artment temperature is controlled rela tive to selector position. Full range is from 65° to 85°F. Mid position is 75°F. MAN-Associated compartment temperature is manually controlled by positioning the zone trim air valve. Selector is spring loaded to center position.


21-68 2168

ATA 21 A300/A310

COMPT TEMP Panel 437 VU

3 2 1 5

4


21-69 2169

ATA 21 A300/A310

Air Conditioning ECAM System Display (1)

Hot Air Supply Supply Valve Valve Positio Position n Indic Indicati ation on Green Green Amber

(5)

Hot Hot air air supp supply ly valv valve e is is ope open n Hot air supply valve is closed

Zone Ambien Ambientt Air Air Temperat Temperature ure Indicat Indication ion Indication comes on green for each zone. Note: Same indication is given on the CRUISE page.

(2)

Trim Trim Air Air Val Valve ve Posi Positi tion on Indi Indicat catio ion n (6) Indication comes on green. H = hot, valve 100% open. C = cold, valve fully closed. Indication comes on amber when hot air supply valve is closed.

(3)

Indication comes on green. H = hot, valve 100% open. C = cold, valve fully closed. Indication comes on amber when cargo air valve is closed.

Cabin Cabin/C /Carg argo o Duct Tempe Temperat rature ure Indi Indicat catio ion n (7) Indication comes on green; it comes on amber when duct T ° > 190 ° F.

( 4) 4)

Cargo Cargo Compart Compartmen mentt Trim Air Valve Valve Indicati Indication on

Zo ne ne I nd ndica tition

Cargo Cargo Compar Compartmen tmentt Ambien Ambientt Air Air Tempera Temperature ture Indicati Indication on Indication comes on green.

(8)

AFT, MID, FWD, and CKPT indicatio ns come on white. Th ey come on amber when duct temperature of concerned zone is > 190 °F.

Isol Isolat atio ion n Valv Valve e Indi Indica cati tion on Gree Green n

Isol Isolat atio ion n val valve ve is open open

Amber

Isolation valve is closed

Note: Same indication is given on the CRUISE page.


21-70 2170

ATA 21 A300/A310

AIR COND/CRUISE Pages - RH ECAM System Display


21-71 2171

ATA 21 A300/A310

PACK VALVE CONTROL LOGIC This graphic depicts the various shutdowns available through the pack valve control logic: •

Actuation of either of the engine fire fire handles

•

Actuation of either of the cabin pressure outflow valves

•

Actuation of either of the pack valve switches

•

Actuation of the econ flow switch will supply 68% of normal flow

•

An engine start on the ground or in the air will also cause a closure signal to be sent to the pack valve

•

Also an overheat in the pack will cause the thermostat or fusible plug to send a closure signal to the pack valve.


21-72 2172

ATA 21 A300/A310

Pack Valve Control Logic


21-73 2173

ATA 21 A300/A310

A300 Air Conditioning Warning Logic

WARNING LOGIC Shown below are various warnings displayed in the cockpit in the event the fault shown occurs within the Air Conditioning System. Also graphically shown is the Flight Phases at which the warnings will or will not be displayed.


21-74 2174

ATA 21 A300/A310



21-75 2175

ATA 21 A300/A310


WARNING LOGIC Shown below are various warnings displayed in the cockpit in the event the fault shown occurs within the Air Conditioning System. Also graphically shown is the Flight Phases at which the warnings will or will not be displayed.


21-76 2176

ATA 21 A300/A310



21-77 2177

ATA 21 A300/A310



21-78 2178

ATA 21 A300/A310

CARGO COMPARTMENT TEMPERATURE CONTROL AND DISTRIBUTION SYSTEM


21-79 2179

ATA 21 A300/A310

A300 Cargo Compartment Air Distribution SYSTEM DESCRIPTION Air is supplied to the cargo compartments through a duct along the lower LH side of the compartment. The air is ambient cabin air drawn through orifices in the cabin floor, reheated by additional hot air from the hot air manifold. The hot air supply is controlled by a trim air valve, which regulates the cargo compartment temperature. Temperature control is achieved in a similar manner to that of the cabin zones, using inputs from the cockpit pre-selector, the cargo compartment air temperature sensor and air duct supply sensor to control the trim air valve. The air is extracted from the cargo compartment through vents near the ceiling on the RH side by an electric fan. The extracted air from the BULK cargo compartment is passed under the compartment floor to provide heating, while the extracted air from the FWD cargo compartment is vented overboard by the forward outflow valve, underfloor heating being provided by air extracted from the avionics compartment.

The maximum temperature of air entering the cargo compartments' is limited to 190°F, sensed by an overtemperature switch located in the cargo compartment supply ducts. Should the air temperature exceed this limit, the trim air pressure control valve will automatically close. A smoke detection system is also installed in the cargo compartments. In case of fire, the system will stop cargo compartment ventilation by automatically closing the extraction duct isolation valve, trim air valve and deactivating the extraction fan operation. The cargo compartment, FWD and BULK, temperature control system comprises: • • •

distribution/extraction system temperature control system control and indicating system. CARGO TEMP CONTROL COMPONENTS

( A) A) (B) (B) (C) (C)

T riri m Air Va Va lv lve Air Air Ext Extra ract ctio ion n Fan Fan Isol Isolat atio ion n Valv Valve e


21-80 2180

ATA 21 A300/A310

A300 Bulk Compartment - Air Distribution and Components

NOTE: The BULK (AFT) Cargo Compartment has hot air but no cold air. The FWD compartment has no hot air and no cold air sources.


21-81 2181

ATA 21 A300/A310

A310 Forward (FWD) Compartment - Air Distribution and Components (some A310s) Temp Control and Indicator Sensors 63HN, 66HN

NOTE: FWD Cargo with cold air and hot air Also: BULK (AFT) Cargo - same air sources


21-82 2182

ATA 21 A300/A310

A310 Forward (FWD) Compartment - Air Distribution and Components (some A310s)

Temp Control and Indicator Sensors 63HN, 66HN

NOTE: FWD Cargo with cold air and hot air Also: BULK (AFT) Cargo - same air sources


21-83 2183

ATA 21 A300/A310

A310 AFT and BULK Cargo Compartments - Air Distribution and Components (some A310s)

NOTE: BULK (AFT) Cargo with cold air and hot air Also: FWD Cargo with cold and hot air


21-84 2184

ATA 21 A300/A310

A310 FWD Cargo Compartment - Air Distribution and Components (some A310s)

NOTE: FWD Cargo with hot air but no cold air Also: BULK (AFT) Cargo - hot air, no cold air


21-85 2185

ATA 21 A300/A310

A310 AFT and BULK Cargo Compartments - Air Distribution and Components (some A310s)

NOTE: BULK (AFT) Cargo with hot air but no cold air Also: FWD Cargo - no cold and hot air sources


21-86 2186

ATA 21 A300/A310



21-87 2187

ATA 21 A300/A310

FWD and BULK Cargo Compartme Compartments nts Air Conditioning and Heating The cargo compartment temperature control uses airflow from the cabin for ventilating the cargo compartment. The heating system includes: • •

The compartment temperature control system includes for each cargo compartment, a temperature controller, a trim air valve, a zone inlet temperature sensor, a zone temperature control sensor, and an overheat thermal switch in the compartment inlet duct.

The ventilation system. The temperature control system.

In the ventilation system, the mixed air enters the compartment at floor level, on the LH side, and is equally distributed over the full compartment length. On the opposite side, and in the aircraft centerline, the air is extracted, near the compartment ceiling, by an electrical fan. It is then exhausted under the compartment itself, thus providing temperature control of the compartment floor and also the compartment sidewall panels using a part of the air evacuated from the cabin.

In automatic control, the controller, associated with the sensors and the selector regulates the compartment temperature to the selected level by modulating the hot air supply through the trim air valve, with limitation of the maximum temperature of the blown air by closing the hot air valve in the event of overheat. In case of automatic control failure, manual control can be achieved by acting directly on the trim air valve.

In the event of a smoke warning, the cargo compartment is automatically isolated by closure of the isolation valve.


21-88 2188

ATA 21 A300/A310

Bulk Cargo Compartment Heating A310 A300


21-89 2189

ATA 21 A300/A310

Cargo Compartment Temperature Control Components A. Trim Air Valves

B. Extraction Fan

Each valve consists of a body assembly, actuator position transmitter, and an actuator motor. The assemblies are bolted together and interconnected internally. The body assembly contains a plate assembly positioned by a bearing-mounted butterfly shaft, which extends through the body assembly for connection to the secondary worm gear shaft in the actuator. The body serves as a mounting base for the position transmitter and actuator. Extensions from the body have flanges for connection to the ducting system.

The extraction fan provides flow of air to aid circulation and stabilize required ambient temperature under normal conditions. The extraction fan is a 115V AC, 3-phase type, with heat detectors to interrupt power supply to the extraction fan in the event of a malfunction via a three second delay fan fault detect relay. With the delay fan fault detect relay energized, the appropriate cargo compartment FANS MONITOR MFA is activated on maintenance panel 472VU. C. Isolation Valve

The actuator consists of a housing containing a primary worm gear, slip clutch, secondary worm gear, cam shaft with two cams, and two limit switches. The housing serves as a mounting base for the actuator motor and an electrical connector.

The isolation valve, a butterfly type controlled by an actuator, under normal conditions is open to facilitate circulation of air in the cargo compartment. In the event of smoke being detected by the smoke detector, isolation valve will be driven to fully closed position to prevent the spread of contamination, in addition to SMOKE warning display on CARGO COMPT SMOKE DET panel 433VU. On completion of closing-circuit, the isolation valve control relay is energized to activate the appropriate FANS MONITOR MFA on maintenance panel 472VU.


21-90 2190

ATA 21 A300/A310

Cargo Compartment Temperature Control Components


21-91 2191

ATA 21 A300/A310

Cargo Compartment Compartment Temperature Control Components Components - Continue Continued d D. Overtemperature Switch An overheat condition in the cargo compartment inlet duct is detected by the overtemp switch and a signal is transmitted to the trim air pressure control valve, and the OVHT legend of the HOT AIR/SUPPLY pushbutton switch on COMPT TEMP panel 437VU with the ECAM system indicates the overheat location. Over temp switch comprises a bimetallic element enclosed in a steel probe and, mounted at the switch end of the fitting, electrical connections in a hermetically sealed connector.

DUCT segment of the COMPT/DUCT temperature gage, located on the COMPT TEMP panel when the applicable zone/compartment is selected or on the ECAM system display, when CRT is selected. One sensor is located in each zone/compartment distribution duct. G. Zone/Compartment Temperature Indicator Sensor The zone/compartment temperature indicator sensor monitors the zone/compartment ambient temperature and indicates the temperature on the COMPT segment of the COMPT/DUCT temperature gauge located on the COMPT TEMP panel when the applicable zone/compartment is selected or on the ECAM system display when CRT is selected. One sensor is located in each zone/ compartment.

E. Duct (Inlet) Temperature Control Sensor The temperature control sensor monitors air temperature flowing through the corresponding distribution duct, transmits and produces an imbalance in the applicable zone/compartment temperature controller bridge circuit. One sensor is located in each zone/compartment distribution ducting.

H. Zone/Compartment Temperature Control Sensor The zone/comp. temp. control sensor monitors air temperature in the zone/ compartment, transmits to and produces an imbalance in the zone/compartment temperature controller. One sensor is located in each of the zones/compartments and ambient air is drawn over each sensor by a positive extraction system.

F. Duct Temperature Indicator Sensor The duct temperature indicator sensor monitors the air temperature flowing through the, corresponding distribution duct. The temperature is indicated on the


21-92 2192

ATA 21 A300/A310

BULK Cargo Compartment Temperature Control Sensors/Switches


21-93 2193

ATA 21 A300/A310

CARGO TEMPERATURE CONTROL PANEL 1.

ISOL VALVE Pushbutton Switch

2.

Operates the isolation valve and the fan for the air extraction from the cargo compartment. •

FWD AND BULK CARGO Temperat ure Selector The cargo compartment air is automatically heated to a level relative to the selector position., The heating can be manually controlled by direct operation of the trim air valve through the selector.

ON (P/B switch pressed - in)

•

The valve is open and the fan runs. If smoke is detected in the cargo compartment, the isolation valve and the trim air valve will automatically close. •

Automatic heating relative to selector position from COLD 5°C (41°F) up to HOT 25°C (77°) approximately.

OFF/R (P/B switch released - out)

•

The isolation valve closes, the fan stops operating and the trim air valve closes. OFF/R lights comes on White. Smoke detection circuit is reset.

•

AUTO

MAN When the selector is turned to the bottom quadrant, it is spring-loaded to the center MAN position. Heating control is manual. COLD - Trim air valve closes. HOT - Trim air valve opens.

FAULT The light comes on Amber when disagreement between P/B switch selection and isolation valve position exists.


21-94 2194

ATA 21 A300/A310

COMPT TEMP Panel - Cargo Compartment Temperature Control

1 2


21-95 2195

ATA 21 A300/A310



21-96 2196

ATA 21 A300/A310

ELECTRICAL AND ELECTRONIC EQUIPMENT VENTILATION SYSTEM


21-97 2197

ATA 21 A300/A310

A300/A310 Electrical and Electronic Equipment Ventilation System GENERAL

EXTRACTION CIRCUIT

Electrical and. electronic equipment as well as lavatories and galleys are ventilated by an ambient/air conditioning mixed airflow which is, most of the time, blown by a fan upstream of the equipment and then extracted by either the cabin differential pressure or a fan.

The air extracted from the avionics compartment is entirely ducted through the ventilated zones towards either the three position overboard valve or the inboard valve.

ELECTRICAL AND ELECTRONIC EQUIPMENT VENTILATION

In normal use, the three-position overboard valve and the inboard valve function automatically:

Avionics compartment ventilation is provided: •

For most of the main equipment racks, the radar transceiver, the IRS, the main instrument panels, the center pedestal and the over head panel, by across or around the equipment, and extraction via appropriate outlet.

•

For the radar indicators and the FCU panel, by air only.

•

For the circuit breaker panel and various components located under the floor, by extraction of ambient air.

VENTILATION OF OTHER UNDERFLOOR AREAS Ventilation of other underfloor areas, such as the areas over the wing box, and aft of the bulk cargo compartment is provided by exhausted cabin air. There are no systems, as such, to force ventilate this area. The aft cargo compartment has no forced ventilation or heating system. However, natural ventilation through flaps in the flexible wall between this compartment and the bulk cargo compartment, is possible.


21-98 2198

ATA 21 A300/A310

Avionics Equipment Ventilation System - Airflow Diagram

A300 Shown


21-99 2199

ATA 21 A300/A310

Electronic Equipment Ventilation System Air is drawn through a filter and a check valve by a blower which then forces the air through the ventilation ducting. The fan is normally running at all times when power is available on the aircraft even in the case of smoke being detected or FLOW being indicated.

C. Airflow Detectors Two airflow detectors are installed, one downstream of the blowers and one upstream of the extract fan. Each detector is fitted with two thermistors, one to sense airflow in the duct and the other to sense the ambient temperature. Two detection levels are available in respect of the fan speed selected. In the absence of an airflow as detected by an equaling of the thermistor measurements, the warning system is activated.

Should a low flow condition occur with the aircraft on the ground and the avionics ventilation system in operation, a horn located in the nose gear wheel well will sound to alert the ground crew of the fault. COMPONENT DESCRIPTION

D. Main Avionic Blower Fan/Extract Fan A. Sound Reducer The sound reducer is installed at the inlet of the blowing system, upstream of the blowers. It prevents noise generated by the blowers from reaching the avionics compartment. Furthermore, it ensures a first filtering of the air blown by means of a thin meshed grid.

The main blower ensures blowing of the air onto the electric and electronic equipment on the ground and in flight. The blower is of the axial type driven by a two-speed 115V AC electric motor; 7800 Rpm, low speed, 11600 Rpm, high speed. Speed change-over is operated by engine start selector switch, engine low oil pressure switch or pack flow control valve. The extraction fan is identical to the blower fan. On the ground with engines stationary, air is extracted with low speed and directed overboard. With engines running, air is extracted with high speed and directed inboard. The speed change-over is operated by the engine low oil pressure switch. The extraction fan returns to low speed after take off controlled by landing gear relay.

B. Filter The filter assembly consists of a filter cartridge contained in a light alloy housing with access doors. Air is directed through the cartridge which removes dust and nicotine contained in the air supplying the blowing system.

If EXTRACT pushbutton switch is set to OVBD or OVBD VALVE pushbutton switch is set to OFF - extraction fan operates with low speed only. The blower is equipped with a protection system which causes the blower to stop in the event of overheat.


21-100 21100

ATA 21 A300/A310

Electronic Equipment Ventilation - Component Location

A300 Shown


21-101 21101

ATA 21 A300/A310

Electronic Ventilation System - Overboard Extract Valve This electrically operated, 3-position valve is installed downstream of the extract fan and allows for overboard dumping of the extracted air. The valve normally operates in the following manner: •

During flight, fully closed,

•

On the ground, fully open,

•

During flight, in the event of low flow fault or smoke warning, a partially open position can be selected.

INBOARD EXTRACT VALVE This valve is installed downstream of the extract fan and overboard extract valve, and when opened allows for the avionics equipment extracted air to be distributed under the forward cargo compartment floor. The valve is of the butterfly type, electrically controlled by an actuator. Two positions are available, fully open or fully closed. The valve positions are sensed by two microswitches and indicated by a visual position arrow.

These positions are obtained through microswitches within the valve motor. In case of overboard valve failure, flight is permitted with the valve manually set by the ground crew to the partially open position.


21-102 21102

ATA 21 A300/A310

Electronic Ventilation System - Overboard Extraction Components

A300 Shown

D F W


21-103 21103

ATA 21 A300/A310

Electronic Ventilation System - Filter Cartridge Change Information REMOVAL •

Remove clamps from flexible sleeve and slide flexible sleeve onto duct to free filter.

•

Remove clamp.

•

Hold filter, filter, open clamp clamp securing securing filter filter to bracket; remove filter. filter.

•

Remove and discard O-ring.

•

Cap open ends of ducts.

•

Install O-ring O-ring in its groove in filter flange.

•

Install filter in flexible sleeve and on bracket. Install clamp but do not tighten at this stage.

NOTE:

Filter angular positioning is provided by means of a location stud.

•

Make certain that O-ring is correctly installed in its groove.

•

Install and tighten clamp; TORQUE TORQUE to the value given on clamp.

•

Install flexible sleeve; install and tighten clamps.

•

Tighten clamp; securing filter to bracket.

INSTALLATION •

Remove blanking plugs/caps and check for correct condition of duct flange flexible sleeve.

NOTE:

•

Check for correct operation of air supply check valve; manually operate flaps and check that they move freely without sticking at opening throughout travel range (no friction points) and seat correctly.

CLOSE-UP •

Make certain that working area is clean and clear of tools and miscellaneous items of equipment.

•

Close access door 121BL.

Clean and inspect filter interface and/or adjacent area.


21-104 21104

ATA 21 A300/A310

Electronic Ventilation System - Filter Cartridge

W L O F A I R


21-105 21105

ATA 21 A300/A310

Electrical And Electronic Equipment Controls 1.

BLOWER FAULT LIGHTS

•

3.

OVBD VALVE PUSHBUTTON SWITCH The switch is operated to close the three position overboard valve if required. In normal configuration, the switch is selected AUTO.

FAULT The light is triggered by an airflow detector in the blower ventilation duct. The detector has two levels, which correspond to the two blower speeds. The FAULT light comes on Amber when the airflow in the blower duct is not sufficient for the actual demand.

•

AUTO (P/B Switch Pressed-in ) The three position overboard valve position depends on the EXTRACT P/B switch position.

•

OFF (P/B Switch Released-out) The three position overboard valve is closed. The OFF light comes on White.

•

In flight (or on ground engines running) The three position overboard valve is fully closed. The inboard valve is fully open.

•

OVBD (P/B Switch Released-out) The three position overboard valve is partially open. The OVBD light comes on White. The INBD valve is fully closed. The fan runs at low speed.

Illumination of the FAULT light is accompanied by ECAM activation and, on the ground, by an external horn. 2.

EXTRACT PUSHBUTTON SWITCH Controls the three-position overboard valve and inboard valve operation according to: -

the ground ground or fligh flightt configur configuratio ation n of the aircra aircraft, ft, the OVBD OVBD VALV VALVE E P/B swi switch tch posit position ion..

•

Normal (P/B Switch Pressed -in) The extraction fan runs continuously and has two levels of speed depending on the flight or ground configuration. The OVBD VALVE P/B switch is normally selected AUTO.

•

On the ground (engines not running) The three position overboard valve is fully open. The inboard valve is fully closed.

•

FLOW The light is triggered by an airflow detector in the extraction fan duct. The detector has two levels which correspond to the two fan speeds. The FLOW light comes on Amber to indicate the airflow in the fan duct is not sufficient for the actual demand. Illumination of the FLOW light is accompanied by ECAM activation. The FLOW light goes off when the airflow is sufficient.


21-106 21106

ATA 21 A300/A310

FLIGHT COMPARTMENT OVERHEAD - VENT Panel 438 VU

3

2

1


21-107 21107

ATA 21 A300/A310

A300/A310 ELECTRONIC VENTILATION VENTILATION - OVERBOARD EXTRACTION CONTROLS AND INDICATIONS 1.

EXTRACT PUSHBUTTON SWITCH

2.

Controls the three-position overboard valve and inboard valve operation according to: •

•

OVBD VALVE PUSHBUTTON SWITCH The switch is operated to close the three position overboard valve if required. In normal configuration, the switch is selected AUTO.

the ground ground or fligh flightt configu configurati ration on of the the aircraf aircraft, t, the OVBD OVBD VALVE VALVE P/B P/B switc switch h positio position. n. Normal (P/B Switch Pressed-in) The extraction fan runs continuously and has two levels of speed depending on the flight or ground configuration. The OVBD VALVE P/B switch is normally selected AUTO. On the ground (engines not running) The three position overboard valve is fully open. The inboard valve is fully closed.

•

AUTO (P/B Switch Pressed-in) The three position overboard valve position depends on the EXTRACT P/B switch position.

•

OFF (P/B Switch Released-out) The three position overboard valve is closed. The OFF light comes on White.

•

In flight flight (or on ground engines running) The three position overboard valve is fully closed. The inboard valve is fully open.

•

OVBD (P/B Switch Released-o ut) The three position overboard valve is partially open. The OVBD light comes on White. The INBD valve is fully closed. The fan runs at low speed.

•

FLOW The light is triggered by an airflow detector in the extraction fan duct. The detector has two levels which correspond to the two fan speeds. The FLOW light comes on Amber to indicate the airflow in the fan duct is not sufficient for the actual demand. Illumination of the FLOW light is accompanied by ECAM activation. The FLOW light goes off when the airflow is sufficient.


21-108 21108

ATA 21 A300/A310

A300/A310 ELECTRONIC VENTILATION SYSTEM - RH ECAM INDICATIONS AND SYMBOLOGY

RH SYSTEM SYSTEM DISPLAY DISPLAY VENT OVBD

WHITE

VENT VENT OVBD OVBD Indica Indicatio tion n OVBD Valve is Fully Closed

GREEN VENT OVBD

WHITE

OVBD Valve is Partially Open

GREEN VENT OVBD

WHITE on Ground and AMBER in Flight

OVBD Valve is Fully Open

Green on Ground; AMBER in Flight


21-109 21109

ATA 21 A300/A310

Electric and Electronic Equipment Ventilation ECAM and Warning Logic

Below is depicted the various warnings displayed in the Flight Compartment in the event a fault shown occurs in the Aircraft Overboard Vent System. Also shown graphically are the various Flight Phases at which the warnings will or will not be displayed.


21-110 21110

ATA 21 A300/A310

A300/A310 Electronic Electronic Ventilation Ventilation System - Warning Logic

- Some A310

- Some A310


21-111 21111

ATA 21 A300/A310



21-112 21112

ATA 21 A300/A310

CABIN PRESSURIZATION SYSTEM


21-113 21113

ATA 21 A300/A310

A300/Some A310 Pressurization System - General Description Cabin pressure and rate of change control system is composed of:

-

OUTFLOW VALVES

two independent automatic control systems. one manual control system.

One of them is located forward of the air conditioning bay. The other one is located aft of the bulkhead cargo compartment.

They control two electrical regulating valves (outflow valves). Two pneumatically operated safety valves are provided to avoid over or under pressure.

Each valve is operated by three electric motors which are independently controlled by one of the two automatic systems or the manual system. Each outflow valve can be closed from the overhead panel, where its position is displayed.

The two automatic systems will alternately operate. Changeover occurs automatically in case of failure of one system and before each flight. AUTOMATIC CONT ROLLER Based upon information from the LANDING ELEVATION selector, the RATE LIMIT selector and the Captain or F/O altimeter setting, the automatic controller generates signals for positioning of outflow valves during all phases of flight. The other parameters used for signal computation are cabin pressure, aircraft static pressure,- cabin pressure rate of change and static pressure rate of change.


21-114 21114

ATA 21 A300/A310

A300/Some A310 Pressurization Control System - Schematic

A300/Some A310s


21-115 21115

ATA 21 A300/A310

A300 Pressurization System - Pre-Pressurization/In Pre-Pressurization/Inflight/Depressurization flight/Depressurization Modes PRE-PRESSURIZATION

When the theoretical altitude is higher than the landing elevation, the rate of change is the lowest of the two following values:

Before takeoff, in the following configuration: • • • •

aircraft on the ground (landing gear shock absorbers compressed) two engines running (oil pressure normal) one throttle control lever beyond 22°.

•

RATE theoretical RATE limit (selected on the RATE LIMIT selector)

When the landing elevation is higher than the theoretical altitude the rate of change is the RATE limit.

The automatic system, operating the regulating valves ensure the cabin pressurization at a rate of -500 ft/min until the cabin Delta-P reaches 0.22 PSI.

In the particular case of: •

15 seconds after takeoff (shock absorbers extended), pre-pressurization signals are canceled, normal pressure control is started through the active system. INFLIGHT REGULATION The cabin altitude is regulated towards the theoretical cabin pressure altitude determined by the controller, or to the landing field elevation, whichever is the higher. The Delta-P increases with the increase of pressure altitude up to the operating ceiling.

•

landing elevation selected before take-off is lower than T.O. elevation, and the rate of climb of the aircraft is lower than 750 ft./min for more than 1 minute.

The cabin altitude starts decreasing in order to reach either the selected landing elevation or the theoretical cabin altitude (whichever is higher) with a rate of change of 500 ft/min. DEPRESSURIZATION After touchdo wn, when the depressuriza tion signal- -L/G shock absorbers compressed, both throttle levers at idle--is received by the controllers, the cabin is depressurized by the active system at a rate of 500 ft/min. 45 seconds after touchdown both outflow valves will completely open for full depressurization.


21-116 21116

ATA 21 A300/A310

A300/Some A310 Pressurization Control System - Schematic

A300/Some A310s


21-117 21117

ATA 21 A300/A310

A300/Some A310 Pressurization System - Pressurization Control Logic The system is designed to ensure that during normal operation, the cabin altitude will not exceed 8,000 feet with the aircraft at maximum cruising altitude. If the pressurization control system fails, the maximum cabin altitude will not exceed 15,000 feet. Cabin excess altitude, excess pressure and negative pressure are prevented by the automatic functions of two safety valves. In the event

of a failure of both automatic systems, pressure is controlled manually by a toggle switch located on the CABIN PRESS overhead panel. The only crew action required in normal operation is to set the altitude of the destination landing field on the LANDING ELEVATION selector, located on the main instrument panel, before takeoff.


21-118 21118

ATA 21 A300/A310

A300/Some A310 Pressurization System - Pressurization Control Logic

A300/Some A310s


21-119 21119

ATA 21 A300/A310

A300/Some A310 Pressurization System Components - Safety and Outflow Valves A. SAFETY VALVES

B. OUTFLOW VALVES

Two Safety Valves are installed in the pressurized area at STA2559 (FR39). They operate independently and perform the following safety functions: Overpressure safety (Positive differential pressure). Negative pressure safety (Negative differential pressure). Apart from these two essential safety functions, each of the valves contains an electrical device to transmit value position indication signals to the RH ECAM System Display, to provide a positive indication of differential pressure for flight safety operation.

Both of the automatic systems operate the Pressure Regulating (Outflow) Valves,-the function of which is to control cabin air flow evacuation. Each butterfly type valve consists, of a light alloy case with convergent intake. The operating principle of the valve is based upon the application of a triple actuator system comprising: • •

The valves are installed below the aircraft flotation line (Water Line), they are fitted with a rack device to hold the flaps in the shut position in the event of ditching.

•

•

Aplanetary' type reduction gearbox with two irreversible drives, A double-roto r, brushless DC motor powers one drive for the Automatic Control Mode Systems 1 and 2, A standard standard DC motor powers powers the other drive drive for the manual emergency control mode. The valve also features an electronic controller mounted on the valve body. It is an autonomous unit capable of following position instructions given by a signal from the Cabin Pressurization System controller and performs the following functions: The locking in position by SYS 1(2) automatic system, Producing a signal for valve position indication.


21-120 21120

ATA 21 A300/A310

A300/Some A310 Pressurization System - Component Valves - Location

A300/Some A310


21-121 21121

ATA 21 A300/A310

A300/Some A310 Pressurization System - Automatic Pressure Controllers The cabin pressure controllers, mounted on the RH main equipment rack 90VU in the avionics compartment, are electronic devices intended to optimize at any time the pressure build-up in the cabin while keeping the pressure fluctuation amplitudes to a level compatible with passenger/crew comfort.

The pressure controller elaborates signals sent to indicator lights, providing good operation, or Fault Indication throughout the pressure control system.

The system comprises a program whereby the true cabin altitude equals or tends to equal the scheduled cabin altitude. The crew workload is reduced to a minimum on ground and in flight since no selection tasks are required during climb, cruise and descent cabin configurations.

The cabin pressure controller provides the three following main functions: 1. the pressure pressure control control function function 2. the alarm alarm function function SCAM SCAM warning warning and and caution caution display display pages pages 3. the self-m self-moni onito torin ring g functi function on

The pressure controller automatically controls in flight and on the ground valves so that variations of pressure prevailing in the cabin are in compliance with: the physiological comfort requirements, the aircraft environmental conditions during landing and ground configurations. • •


21-122 21122

ATA 21 A300/A310

A300/Some A310 Pressurization System - Automatic Pressure Controllers

A300/Some A310s


21-123 21123

ATA 21 A300/A310

A300/Some A310 Pressurization Pressurization System - Controls and Indications 1.

RATE LIMIT Selector Selects the limiting rate of change in cabin altitude to any value between MIN and MAX. MIN Rate of change change limit limits s + 100 ft/min ft/min and - 70 70 ft/m ft/min. in. NORM NORM Rate of change change limits limits + 500 ft/min ft/min and - 350 ft/min ft/min.. HI Rate Rate of change change limits limits + 666 ft/min ft/min and - 470 ft/min. ft/min. MAX Rate of change limits + 1670 ft/min and- 1170 ft/min.

•

Normal (P/B switch pressed-in) The system controller output 1 (or 2) is connected to the outflow valve torque motors provided the Green triangle integrated into the SYS 1 (or 2) P/B switch is on. The pressure control system 1 (or 2) ensures pressure control.

•

OFF (P/B switch released-out) The system 1 (or 2) is no longer operative. There is an automatic transfer to the system 2 (or 1) and the triangle integrated into the SYS 2 (or 1) P/B switch comes on Green. The OFF light illuminates White.

• • • •

2.

RATE/LO DELTA-P Lights RATE The light illuminates Blue to indicate the AUTO PRESS/RATE LIMIT selector is not in the NORM position. LO DELTA-P The light illuminates Amber, when following conditions are reached. 1. Differe Differentia ntiall pressure pressure below below 0.7 PSI, PSI, and and 2. Aircraf Aircraftt rate of desce descent nt above above 2,000 ft/m ft/min, in, and and 3. CAB ALT greater greater than selected selected altitude altitude plus plus 1,500 ft. •

NOTE: When both regulators are OFF, the message "CAB PRESS MAN CTL" is displayed on the MEMO page.

•

3.

•

FAULT The light illuminates Amber in the event of: outflow valve closure or system 1 (or 2) control failure.

REG 1 (2) Pushbutton Switches An automatic transfer to system 2 (or 1) is performed. Illumination of the FAULT light is associated with ECAM activation. The light extinguishes when the REG 1 (or 2) P/B switch is selected OFF.

Operated to confirm the disconnection between the system controller output and the associated outflow valve torque motor.


21-124 21124

ATA 21 A300/A310

A300/Some A310 Pressurization System - Automatic Pressurization - CABIN PRESS Panel 433VU

2 1

3


21-125 21125

ATA 21 A300/A310

A300/Some A310 Pressurization Pressurization System - Controls and Indications 4.

SYS 1 and SYS 2/PUSH TO SEL SEL

6.

Momentary Action Pushbutton Switches

By rotation of the knob the elevation of the planned destination airport is set before takeoff using the nearest hundred feet.

If SYS 1 (SYS 2) P/B switch is momentarily pressed, this allows to select manually the active system for pressurization control provided the associated REG P/B switch is pressed-in (Normal) and the integrated FAULT light is off. The triangle integrated into the selected P/B switch illuminates Green to indicate that the associated system is operative. The activation of a system deactivates automatically the other.

ELV SET Knob

CABIN PRESS PANEL OUTFLOW VALVES 7.

OUTFLOW Pushbutton Switches (guarded) The P/B switches are operated to close the related valves if required. When both P/B switches are selected OFF, (used for ditching), the two outflow valves, the two pack valves, the overboard extract valve, the ram air inlet, and the safety valves are controlled closed. Normal (P/B switches released-out) The valve is controlled by the operating system. OFF (P/B switches pressed-in) The OFF light comes on. The valve is closed.

The transfer from one system to the other is automatic: - after after sec second ond engi engine ne star start. t. - if the assoc associate iated d REG P/B P/B switch switch is is selected selected OFF. OFF. - if the assoc associat iated ed REG REG FAULT FAULT light light illumi illuminate nates. s.

•

•

5.

LANDING ELEVATION Counter The setting of the landing elevation is displayed in hundreds, thousands and ten thousand feet.

8.

OUTFLOW VALVE Position Indicators: Indicate the outflow valve position.


21-126 21126

ATA 21 A300/A310

A300/Some A310 Pressurization Pressurization System - Controls and Indications FLIGHT DECK OVERHEAD PANEL

7 CENTER INSTRUMENT PANEL 4VU

8

6

5

4

CONTROL PANEL FIN 104HM CABIN PRESS PANEL 433VU


21-127 21127

ATA 21 A300/A310

A300 Pressurization System - Manual Pressurization Controls and Indications 1.

MAN PRESS Pushbutton Switch

2.

The P/B switch selects the manual operation mode of the pressure regulating valves. ON (P/B switch pressed-in) The ON light illuminates White and the arrow comes on Amber to indicate that the V/S CTL switch is operative and controls the manual operation of the regulating valves by activating the motor in manual mode.

•

The switch controls the regulating valve position by activating the motors in manual mode when the. Amber arrow is on. The switch is spring loaded to neutral. UP: The valves move toward open position. DN: The valves move toward closed position. 3.

•

NOTE:

Arrow The arrow illuminates Amber when: Both OFF lights lights integrated integrated into into REG REG 1 and REG 2 P/B P/B switches are illuminated, or the MAN PRESS P/B switch is selected ON. The V/S CTL switch is operative.

Cabin DIFF PRESS Indicator Indicates the differential pressure between cabin and static pressure. From -2 to 1 and from 8 to 13 the scale is graduated in PSI for reading of limiting values.

Off (P/B switch released-o ut) The V/S CTL switch is inoperative as long as the arrow is not on.

•

V/S CTL Switch

4.

Cabin V/S Indicator Indicates the direction and the rate of change of cabin altitude in ft/min.

5.

Cabin Altimeter Indicates the cabin pressure altitude based on a pressure of 29.92 HG in.

In this configuration, there is no cabin pressure warning and no cabin pressure indication on the ECAM display.


21-128 21128

ATA 21 A300/A310

A300/Some A310 Pressurization Pressurization System - Controls and Indications

1

3

2 4

Flight Deck Overhead Panel

5

CABIN PRESS PANEL 433VU


21-129 21129

ATA 21 A300/A310

A300/Some A310 Pressurization Pressurization System - RH ECAM CABIN PRESSure System Page 1.

Cabin Differential Pressure Indication • •

2.

•

3.

Indication comes on Green. It flashes when Delta-P Delta-P > 8.6 PSI. PSI. Indication comes on Amber when Delta-P < -1 PSI or Delta-P Delta-P > 10 PSI.

Cabin Vertical Speed Indication •

5.

the two safety valves are not open. at least one of the two safety valves is open. 6.

SYS 1 (or 2) Indication: The indication is Green when the system is NOT FAULT and ACTIVE, Amber when the system is FAULT or OFF, suppressed when the system is ON and NOT NOT FAULT FAULT but NOT ACTIVE.

Indication comes on Green. It flashes when V/S > selected V/S + 50%. Indication comes on Amber when V/S < -2000 ft/min or V/S > 2000 ft/min.

Cabin Altitude Indication 7. • •

4.

Safety Valve Position Indication

Indication comes on Green. Indication comes on Red Red when when cabin altitude is above 10,000 ft.

MAN Indication (White) Displayed when the two automatic systems are FAULT or OFF.

FWD (or AFT) Regulating Valve Position Indication The indication is given in a percent. It flashes when the AFT (or FWD) regulating valve position differs from the FWD (or AFT) regulating valve position by more than 40%. It becomes Amber above 95% (in flight only).


21-130 21130

ATA 21 A300/A310

A300/Some A310 Pressurization Pressurization System - CABIN PRESSure PRESS ure RH ECAM System Display


21-131 21131

ATA 21 A300/A310

A300/Some A310 A310 Pressurization Pressurization System - Warning Logic

WARNING LOGIC PRESSURIZATION SYSTEM Depicted below are the various warnings displayed in the cockpit in the event a fault shown occurs in the Aircraft Pressurization System. Also graphically shown are the various Flight Phases at which the warnings will or will not be shown.


21-132 21132

ATA 21 A300/A310

A300/Some A310 Pressurization System - Warning Logic


21-133 21133

ATA 21 A300/A310

A300/Some A310 Pressurization System - Warning Logic

WARNING LOGIC PRESSURIZATION SYSTEM Depicted below are the various warnings displayed in the cockpit in the event a fault shown occurs in the Aircraft Pressurization System. Also graphically shown are the various Flight Phases at which the warnings will or will not be shown.


21-134 21134

ATA 21 A300/A310

A310 Electronic Ventilation System - Warning Logic


21-135 21135

ATA 21 A300/A310

A300/Some A310 Air Conditioning System - Maintenance Panel Test Panels 1.

AIR BLEED & COMPT TEMP Test Selector Switch

When the P/B switch is pressed and held, the active system is tested: Respective OK light is blinking then comes on steady if: Electrical circuit integrity of controller, valves and aircraft is satisfactory. All warning (ECAM) are satisfactory .

Connects the PTT P/B switch to the warning circuits for test of overheat warning and automatic closure of the hot air supply valve. 2.

HOT AIR AIR SUPPLY SUPPLY Memorized Memorized Fault Annunciator (MFA) (MFA) Comes on White, when the pressure in the hot air duct exceeds 12.5 PSI for more than 3 seconds.

3.

•

5.

•

TEST: The light comes on White, when the test selector switch is not in NORM position. Pressed and held: A simulated simulated overheat overheat signal signal is generated to test the selected overheat warning circuit. After test, systems must be reset.

SYS 1 / SYS 2 / OK Annunciator The light of the active system comes on, when SYS TEST pushbutton switch is pressed, to indicate successful test.

PTT Pushbutton Switch •

4.

•

6.

SAFETY VALVE OVER PRESS Lights The light comes on when the valve opens.

7.

SYS TEST Pushbutton Switch

FANS MONITORS (MFAs): The respective memorized fault annunciators (MFAs) come on in case of functional failure of the corresponding fan, i.e.: cabin recirculation recirculation fans, lavatory and galley fan, and avionics blowers, bulk cargo and ground cooling fans.

The pressurization systems are tested one at a time as selected by the SYS 1 or SYS 2/PUSH TO SEL P/B switch on the CABIN PRESS panel.


21-136 21136

ATA 21 A300/A310

A300/Some A310 Air Conditioning System - Maintenance Panel Test Panels

1

3

6

5

2

4

7


21-137 21137

ATA 21 A300/A310

Air Conditioning Fairing - Pack Deflect Door Actuator - MEL Deactivation Procedure Procedure ATA -21 AIR COND & PRESSURIZATION A300/310MEL MAINTENANCE PROCEDURES MxP 21-2A PACK COOLING AIR FLOW SYSTEM

MxP 21-2A PACK COOLING AIR FLOW SYSTEM (Con't)

Pack Deflect Door Actuator Deactivation (Door Inoperative OPEN)

Pack Deflect Door Actuator Deactivation (Door Inoperative OPEN) (Con't)

WARNING

3.

Close-up f) O n C OM OM PT PT TE TE MP MP P an an el el 43 43 7V 7V U: U: Re-posi Re-position tion PACK PACK VALVE VALVE 1 and and 2 Switche Switches s to AUTO AUTO (pushed (pushed in in position position). ). Remove Remove warning warning noti notice ce prohi prohibit biting ing opera operatio tion n of syste system. m. g) Place Place an INOP INOP CTL Sticker Sticker adjace adjacent nt to the PACK PACK 1 and 2 MODE MODE SEL Switc Switches. hes. h) Placard LOG 800K: 800K: 'MEL 'MEL 21-2 (a): PACK PACK 1 and and 2 DEFLECT DEFLECT DOORS DOORS - INOP: INOP: DOORS DOORS SECURED IN OPEN POSITION. OPERATE AFFECTED PACKS NORMALLY.'

4.

No titi fy fy MO CC CC .

BEFORE PROCEEDING WITH MAINTENANCE WORK ON AIR CONDITIONING SYSTEM, MAKE CERTAIN THE PNEUMATIC SYSTEM IS DEPRESSURIZED.

•

General The two principle components for controlling the Pack Cooling Airflow System are the Pack Deflect Door and the Modulation Flap /Turbine Bypass Valve Actuator. The MME. permits an aircraft to be released with the Pack Deflect Doors inoperative provided they are secured in OPEN (flight) position.

1.

3.

MxP 21.5

Set -up a)

Open Open the the follo following wing circuit circuit breakers breakers:: FIN# Panel# Row & Co Col. Nomenclature 1HW 131VU H 56 AIR BL BLEED & COMP TE TEMP/PACK 1 /DEFLECT DO DOOR 2HW 131VU G 56 A IR IR B LE LE ED ED & C OM OM P T EM EM P/ P/ PA PA CK CK 2 / DE DE FL FL EC EC T D OO OO R

b)

On COMPS COMPS TEMP TEMP Pane Panell 437 437VU: VU: Ensure Ensure that that PACK PACK VALVE VALVE 1 and 2 Switch Switches es are OFF OFF (releas (released ed out out position position). ). Display Display a warnin warning g notice notice proh prohibit ibiting ing opera operation tion of syste system. m. Open one Main Main Gear Gear (Ref: (Ref: 32-12-1 32-12-11, 1, page page block block 301). 301). Posi Positio tion n acce access ss platfo platform. rm. O pe pe n Ac Ac ce ce ss ss D oo oo r 14 14 7B 7B Z. Z.

c) d) e) 2.

4 July 1994

Deactivation Deactivation (Ref: FIG 2121-2A) 2A) a) Rotate Rotate finger clip clip 60° clockwis clockwise e over center center of manual manual lock-out. lock-out. Red dot will appear as warning of manual l ock-out. b) Disconnect and cap and stow electrical connector. C lo lose -u -up a) Ensure work work area is is clean and and clear clear of tools and and miscellane miscellaneous ous items items of equipment. equipment. b) Clos Close e Acce Access ss Door Door 147 147 BZ. BZ. c) R em em ov ov e ac ac ce ce ss ss p l at at fo fo rm rm . d) Close Close Main Gear Gear Door Door (Ref: (Ref: 32-12 32-12-11, -11, page page block block 301). 301). e) Close Close Circ Circuit uit Breake Breakers rs 1HW, 1HW, 2HW. 2HW. CONTINUED

MxP 21.4

4 July 1994


21-138 21138

ATA 21 A300/A310

LH and RH Air Conditioning Fairing - Pack Deflect Door Actuators

FIG 21-2A


21-139 21139

ATA 21 A300/A310

Some A310s – Cabin Pressurization System – General The functionality and operation of the Cabin Pressurization System in both the FedEx A300 and A310 fleets is virtually identical. However, only a few A310s have components of that system which are identical to those of the A300s. In the majority of the FedEx A310 fleet, the Cabin Pressurization System uses four electro-pneumatically actuated cabin pressure outflow valves to limit maximum positive and negative differential pressure.

Additionally, a jet pump provide s air at a pressure lower tha n cabin pressure to each of the cabin pressure outflow valves. This enables the outflow valves to ensure cabin pressure control or to open fully on the ground or in flight. The air bleed system provides air for the jet pumps. The jet pump check valves prevent bleed air from one engine from flowing back to the other and allow supply to the second set of jet pumps when one of the engine air bleed systems is shut off.


21-140 21140

ATA 21 A300/A310

Some A310s - Pressurization System


21-141 21141

ATA 21 A300/A310

Some A310s - Electro-Pneum Electro-Pneumatic atic Pressurization System - Components


21-142 21142

ATA 21 A300/A310

Some A310s - Jet Pump and Check Valve - Schematic


21-143 21143

ATA 21 A300/A310

Some A310s - Manual Depressurization - Control and Indication With no packs operating depressurization valve can depressurize the cabin in approximately 3 minutes. With both packs operating this valve can not depressurize the cabin.

An indicator at the base of the whee l shows valve position . Valve position is also shown on the Manual Pressurization Valve Postion Indicator at the lower left of the CABIN PRESS panel 432V

The valve is located in the forward right fuselage skin and is controlled mechanically by the crank handle.The wheel is safetied in the normal CLOSED position.


21-144 21144

ATA 21 A300/A310

Some A310s - Manual Depressurization - Control and Indication

Manual Depressurization Valve Position Indicator


21-145 21145

ATA 21 A300/A310

THIS PAGE INTENTIONALLY LEFT BLANK ATA 21 - END COURSE CODE - M540000


21-146 21146

ATA 21 A300/A310

Airbus 21 A300 A310 Air Conditioning

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